EP3043044A1 - Dispositif à gaz d'échappement et système de production d'énergie - Google Patents

Dispositif à gaz d'échappement et système de production d'énergie Download PDF

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Publication number
EP3043044A1
EP3043044A1 EP14841705.8A EP14841705A EP3043044A1 EP 3043044 A1 EP3043044 A1 EP 3043044A1 EP 14841705 A EP14841705 A EP 14841705A EP 3043044 A1 EP3043044 A1 EP 3043044A1
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EP
European Patent Office
Prior art keywords
conduit
exhaust
turbocharger
gas
valves
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP14841705.8A
Other languages
German (de)
English (en)
Inventor
Tatsuo Takaishi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Maritime Innovation Japan Corp
Original Assignee
Maritime Innovation Japan Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Maritime Innovation Japan Corp filed Critical Maritime Innovation Japan Corp
Publication of EP3043044A1 publication Critical patent/EP3043044A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2470/00—Structure or shape of gas passages, pipes or tubes
    • F01N2470/24—Concentric tubes or tubes being concentric to housing, e.g. telescopically assembled
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a turbocharging mechanism of an internal combustion engine.
  • Turbochargers that compress air with exhaust pressure from internal combustion engines and supply the compressed air to the internal combustion engines are known. It is known that a pulse turbocharging system and a constant pressure turbocharging system are used in large-sized diesel engines for a marine vessel.
  • the constant pressure turbocharging system is a system in which time variations in exhaust pressure are averaged by temporarily introducing an exhaust pipe into a collecting pipe so as to preferably supply constant pressure to a turbocharger.
  • the pulse turbocharging system is a system in which exceptional pressure adjustment is not performed during an exhaust process.
  • the pulse turbocharging system is suitable for a case where an engine is in a low-load state.
  • the pulse turbocharging system there is a timing at which the pressure (scavenging pressure) of air supplied into a cylinder temporarily decreases. If the scavenging pressure becomes lower than the exhaust pressure, it takes time to complete exhaust, and thus it is possible that a subsequent combustion cycle cannot be smoothly carried out. In order to prevent this, it is necessary to advance an exhaust timing (specifically, to open an exhaust valve before a piston moves down to the lowest position thereof), for example. As a result, energy loss increases when combustion energy is converted to kinetic energy of a piston. An increase in energy loss means a decrease in fuel-efficiency.
  • the constant pressure turbocharging system is generally suitable for a case where an engine is in a high-load state.
  • exhaust can be performed smoothly, and therefore, energy loss due to the adjustment of exhaust timing is small when combustion energy is converted to kinetic energy of a piston.
  • energy loss increases in a process for converting exhaust energy to scavenging pressure. In other words, it is not possible to make best use of exhaust energy.
  • Patent Document 1 describes an exhaust mechanism technique for adjusting, in accordance with a load state of an engine, the pressure of gas discharged from an internal combustion engine having a plurality of cylinders before the gas is supplied to a turbocharger.
  • Patent Document 1 JP H8-246890A
  • the object of the present invention is to provide a highly reliable mechanism for adjusting exhaust pressure in a system for turbocharging an internal combustion engine having a plurality of combustion chambers.
  • An aspect of the present invention provides an exhaust apparatus including a first conduit configured to guide gas discharged from a plurality of combustion chambers to a turbocharger, a second conduit that is provided inside the first conduit and configured to guide the gas to the turbocharger, and a plurality of valves that are provided corresponding to the combustion chambers and configured to guide the gas to the first conduit or the second conduit.
  • the second conduit includes a plurality of first connecting pipes each connected to a valve, a collecting pipe connected to the plurality of connecting pipe, and a second connecting pipe connected to the collecting pipe and the turbocharger.
  • the exhaust apparatus further includes a control unit configured to control the valves in accordance with a load on an internal combustion engine including the plurality of combustion chambers such that the gas flows into only one of the first conduit and the second conduit.
  • control unit when the load is smaller than a predetermined value, the control unit guides the gas to the second conduit, and when the load is equal to or larger than the predetermined value, the control unit guides the gas to the first conduit.
  • a power generation system includes an internal combustion engine including a plurality of combustion chambers, a turbocharger configured to supply compressed air to the internal combustion engine, a first conduit configured to guide gas discharged from the combustion chambers to the turbocharger, a second conduit that is provided inside the first conduit and configured to guide the gas to the turbocharger, and a plurality of valves that are provided corresponding to the combustion chambers and configured to guide the gas to the first conduit or the second conduit.
  • FIG. 1 is a schematic view of the external appearance of power generation system 1 according to an embodiment of the present invention. It should be noted that some structural elements are omitted as needed in the drawings below.
  • Power generation system 1 is provided near the center of a ship.
  • a bow-stern direction is taken as X (+X)
  • a vertical direction is taken as Z
  • a port-starboard direction is taken as Y (+Y). That is, a crankshaft (not shown) is installed in the ship such that the rotation axis of the crankshaft extends in parallel with the X direction, and a propeller (not shown) is provided at an end of the crankshaft.
  • Pressure energy generated by the combustion of fuel is converted to mechanical force in cylinder units 100, and thus propulsion force is generated by the propeller being moved via the crankshaft.
  • Power generation system 1 is broadly divided into internal combustion engine 10 and structures (including an exhaust system, a turbocharging system, and an air supply system) accompanying internal combustion engine 10.
  • Internal combustion engine 10 is a power source of the ship.
  • internal combustion engine 10 is a 2-cycle diesel engine.
  • Internal combustion engine 10 is installed on base 301 fixed to the ship.
  • Internal combustion engine 10 includes a plurality of cylinder units 100.
  • internal combustion engine 10 includes six cylinder units in total, namely cylinder unit 100-1 to 100-6.
  • Exhaust pipe 201 is provided to each cylinder unit 100 and guides exhaust gas from each cylinder unit 100 to exhaust apparatus 280.
  • Exhaust apparatus 280 guides the exhaust gas to a turbocharger (omitted in FIG. 1 ).
  • the turbocharger takes in outside air and compresses the taken-in air using pressure energy of the exhaust gas.
  • the compressed air is supplied to cylinder units 100 via scavenging trunk 207.
  • Base 302 is fixed to a casing of the internal combustion engine. Base 302 allows an operator to perform work such as maintenance on base 302.
  • FIG. 2 is a schematic cross-sectional view of power generation system 1.
  • the structure of power generation system 1 will be described with reference to FIG. 2 with a focus on the flow of gas (taken-in air and exhaust gas) in power generation system 1.
  • cylinder units 100 have the same structure, cylinder unit 100-1 is taken as an example and described. However, cylinder units 100 do not necessarily need to operate at the same operation timing (air supply/exhaust cycle).
  • Cylinder unit 100 includes combustion chamber 101, crankcase 102, cylinder head 103, exhaust valve 104, and exhaust valve driving control device 105.
  • Combustion chamber 101 includes a cylinder liner, a piston, an air inlet, and the like (these are not shown). Air (compressed air) and fuel are introduced into combustion chamber 101, and combustion is performed. The fuel is supplied into combustion chamber 101 via cylinder head 103 at a predetermined timing using a fuel control device (not shown).
  • Crankcase 102 includes a connecting rod, a crosshead and the like and converts the vertical motion of the piston to the rotational motion of the crankshaft.
  • Cylinder head 103 accommodates exhaust valve 104.
  • Exhaust valve 104 discharges, from exhaust pipe 201, the exhaust gas discharged from combustion chamber 101, at an appropriate timing.
  • Exhaust valve driving control device 105 opens and closes exhaust valve 104 at a pre-set timing using oil pressure.
  • Exhaust apparatus 280 includes first valve 271 (first valve 271-1 to first valve 271-6), conduit 290A, conduit 290B, and second valve 272.
  • Conduit 290A and conduit 290B are structures for guiding the exhaust gas to turbocharger 204.
  • Conduit 290A and conduit 290B are manufactured by molding a material such as a stainless steel sheet or an aluminum alloy sheet that has excellent thermal resistance, pressure resistance, and corrosion resistance, for example. It should be noted that the surfaces of conduit 290A and conduit 290B may be processed for the purpose of thermal insulation, and the like as needed. More specifically, conduit 290A is constituted by first collecting pipe 251 and first coupling pipe 252. Conduit 290B is constituted by second coupling pipes 262, second collecting pipe 261, and third coupling pipe 263, and is provided inside conduit 290A.
  • First valve 271 is provided on a surface of first collecting pipe 251.
  • Second valve 272 is provided on a surface of first coupling pipe 252.
  • First valve 271 and second valve 272 are valves, such as an electromagnetic valve or an electrically operated valve, for determining a channel of the exhaust gas, and are opened and closed in accordance with control signals (more specifically, at least one of a first state and a second state, which are possible states of the valves, is selected). More specifically, one side of first valve 271 is connected to exhaust pipe 201, and the other side of first valve 271 is connected to second coupling pipe 262 and first collecting pipe 251.
  • First valve 271 guides the exhaust gas that flows thereinto through exhaust pipe 201 to one of conduit 290A and conduit 290B in accordance with the state of the valve.
  • conduit 290A is selected as a channel of the exhaust gas by first valve 271
  • second valve 272 couples conduit 290A and turbocharger 204.
  • second valve 272 couples conduit 290B and turbocharger 204
  • Turbocharger 204 takes in air from the outside and compresses the taken-in air using the energy of the exhaust gas.
  • the compressed air is guided to radiator 206 via feed pipe 205.
  • Radiator 206 is equipped with a water cooling system, for example, and cools air.
  • the cooled air is supplied to scavenging trunk 207 via feed pipe 209.
  • Scavenging trunk 207 comes into contact with the side walls of cylinder units 100. Holes are provided in scavenging trunk 207 at positions corresponding to a plurality of scavenging ports provided in lower portions of the side surfaces of cylinder units 100. In a state in which the piston is located at the lowest position, the inside of a cylinder is in communication with the scavenging trunk 207 via this hole, and the compressed air is supplied to combustion chamber 101 through this hole.
  • FIG. 3 is a functional block diagram of power generation system 1.
  • the function of power generation system 1 will be described with reference to FIG. 3 with a focus on a control mechanism of power generation system 1.
  • the exhaust gas from combustion chambers 101 is guided to exhaust apparatus 280 through corresponding exhaust pipes 201, is guided to conduit 290A or conduit 290B in accordance with the states of the first valves 271, and is guided to turbocharger 204 via second valve 272.
  • Control unit 281 controls first valves 271 and second valve 272.
  • Control unit 281 is realized using a processor or the like, and outputs control signals S1 and S2 to first valves 271 and second valve 272.
  • Control signals S1 and S2 designate the states of the valves.
  • the selection of one exhaust route from that of conduit 290A and that of conduit 290B, and the determination of an operation timing (switching timing) of first valves 271 and second valve 272 are performed based on information (S3) about the load state of an engine outputted by engine control unit 120. For example, every time a predetermined period of time has elapsed, control unit 281 obtains information about the load state of the engine at that instant and uses the information to select the route. Alternatively, the load state may be measured for a predetermined period of time, and the exhaust route may be selected using an average value measured for every predetermined period of time.
  • Engine control unit 120 is realized using a processor, a sensor and the like. Engine control unit 120 obtains information about a combustion state and a load state (these states are expressed by a ratio with respect to a rated output value or a normal output value, for example), and controls the amount of fuel supplied into combustion chambers 101, the timing at which the fuel is supplied, and the timing at which exhaust valves 104 are opened and closed in combustion chambers 101 in accordance with a control program stored in advance.
  • first valves 271 and second valve 272 are controlled such that the exhaust gas will be guided to conduit 290B, and if the load is equal to or larger than a predetermined reference value (e.g., 50% of a rated output value), first valves 271 and second valve 272 are controlled such that the exhaust gas will be guided to conduit 290A.
  • a predetermined reference value e.g. 50% of a rated output value
  • the control signals are provided (namely, second valve 272 and all of first valves 271 operate) at the same timing. That is, all of the valves are opened and closed at the same time.
  • a certain range may be considered as the predetermined value. For example, as long as the measured load varies in a certain range (e.g., from 40% to 60%), even if the load increases from below 50% to above 50% or decreases from above 50% to below 50%, a currently selected route may be continuously used. Alternatively, even if the load varies in a range above 50% or in a range below 50%, when the variation range (variation rate) per unit time is larger than a predetermined value, the exhaust route may be changed.
  • turbocharger 204 flows into turbine 211 inside turbocharger 204, and operates turbine 211.
  • Turbine 211 includes a turbine shaft, a turbine blade, and the like. The rotating force of the turbine shaft operates compressor 212.
  • turbocharger 204 may be equipped with a pressure adjusting mechanism such as a waste gate valve in addition to exhaust apparatus 280.
  • Compressor 212 takes in outside air through air inlet 216 and compresses the air.
  • the compressed air is supplied to combustion chambers 101 of cylinder units 100 via radiator 206 and scavenging trunk 207.
  • the exhaust gas, which has passed through turbine 211, is discharged from outlet 215.
  • Sensor 213 detects the pressure of the exhaust gas supplied to turbocharger 204.
  • Detected information (S4) may be outputted to control unit 281 as needed and used for the control of the valves as information for estimating the load state of the engine.
  • FIG. 4 is a detailed view of the structure of exhaust apparatus 280.
  • First collecting pipe 251 is a cylindrical pipe having a cross-sectional diameter of ⁇ 1 and a length of L.
  • Second collecting pipe 261 is a cylindrical pipe having a diameter of ⁇ 2 and a length of L.
  • the diameters of the pipes satisfy the following relationships. ⁇ 1 > ⁇ 2 > ⁇ 4 ⁇ 1 > ⁇ 3 > ⁇ 4 ⁇ 1 / ⁇ 3 > ⁇ 2 / ⁇ 4
  • Each of first valves 271 realizes one of a first state in which only the inlet portion of second coupling pipes 262 having an inner diameter of ⁇ 4 is closed in exhaust pipe 201 having an inner diameter of ⁇ 3 and a second state in which the inlet portion of second coupling pipes 262 having an inner diameter of ⁇ 4 is opened in exhaust pipe 201 having an inner diameter of ⁇ 3 and the other portions are closed.
  • the exhaust gas is guided to only outer conduit 290A
  • the second state the exhaust gas is guided to only inner conduit 290B.
  • conduit 290A When conduit 290A is selected, the exhaust gas is supplied to turbocharger 204 after the time-variation of the pressure is smoothed in first collecting pipe 251 in which the exhaust gas from all the exhaust pipes 201 merge.
  • conduit 290B When conduit 290B is selected, the time-variation of the pressure is slightly smoothed in second collecting pipe 261 in which the exhaust gas from all the second coupling pipes 262 merge, but the effect of this is smaller compared with the case where conduit 290A is selected, due to the difference in volume between first collecting pipe 251 and second collecting pipe 261.
  • conduit 290A corresponds to a conventional constant pressure turbocharging system
  • the route of conduit 290B corresponds to a conventional pulse turbocharging system. That is, it can be understood that exhaust apparatus 280 has a function of mechanically switching the constant pressure turbocharging system and the pulse turbocharging system.
  • an exhaust path that is suitable for the improvement of fuel-efficiency can be selected in accordance with the load state of internal combustion engine 10.
  • a soft material such as a membrane is not used, and therefore, there is no risk of deterioration due to repeated expansion and contraction.
  • the valves can be made of metal or the like having high corrosion resistance, and therefore, there is also no risk of members deteriorating due to exposure to high-temperature and high-pressure exhaust gas.
  • valves and the positions at which the valves are attached are not limited to those of the above-described embodiment.
  • branch pipes that each have one inlet and two outlets and serve as a mechanism for realizing a state in which one of the branches is closed and the other is open may be provided in the latter portions of exhaust pipes 201 instead of first valves 271. That is, it is sufficient that the exhaust apparatus of the present invention has a function of selecting one of two or more possible exhaust routes.
  • first valves 271 and second valve 272 may realize a state in which the exhaust gas is guided to both conduits 290A and 290B.
  • there are three possible states namely (1) a state in which the exhaust gas flows in only conduit 290A, (2) a state in which the exhaust gas flows in only conduit 290B, and (3) a state in which the exhaust gas flows in conduit 290A and conduit 290B.
  • the exhaust routes are not necessarily provided separately, and a space that is common to one exhaust route and the other exhaust route may be present.
  • the exhaust apparatus of the present invention includes a first conduit configured to guide gas discharged from a plurality of combustion chambers to a turbocharger, a second conduit that is provided inside the first conduit and configured to guide the gas to the turbocharger, and a plurality of valves that are provided corresponding to the combustion chambers and configured to guide the gas to the first conduit or the second conduit.
  • the shape and the size of the conduit 290B are not limited to those as described above as long as conduit 290B is provided inside conduit 290A.
  • ⁇ 2 and ⁇ 4 may be the same. That is, the exhaust route of conduit 290B may have a smaller function of suppressing the variations in exhaust pressure or making the time variations in pressure uniform compared with the exhaust route of conduit 290A, or may have practically no such a function.
  • Control unit 281 may control first valves 271 such that the exhaust gas flows into both conduit 290A and conduit 290B in a case where internal combustion engine 10 is in a high-load state. This increases the effective capacity of the collecting pipe and improves the effect of smoothing the pressure.
  • a plurality of first collecting pipes 251 and a plurality of second collecting pipes 261 may be provided.
  • one exhaust apparatus 280 may be provided not for all the cylinder units 100 included in internal combustion engine 10 but for each partial cylinder unit group.
  • first valves 271-1 to first valves 271-3, conduit 290A and conduit 290B are provided for cylinder units 100-1 to 100-3, and first valves 271-4 to first valves 271-6, another conduit 290A, and another conduit 290B are provided for cylinder units 100-4 to 100-6.
  • the present invention can be used in a motor that is an internal combustion engine other than a diesel engine, such as a reciprocating engine including a gasoline engine, and that includes a turbocharging mechanism using exhaust energy.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP14841705.8A 2013-09-04 2014-08-26 Dispositif à gaz d'échappement et système de production d'énergie Withdrawn EP3043044A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013183006 2013-09-04
PCT/JP2014/072323 WO2015033822A1 (fr) 2013-09-04 2014-08-26 Dispositif à gaz d'échappement et système de production d'énergie

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Publication Number Publication Date
EP3043044A1 true EP3043044A1 (fr) 2016-07-13

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EP14841705.8A Withdrawn EP3043044A1 (fr) 2013-09-04 2014-08-26 Dispositif à gaz d'échappement et système de production d'énergie

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EP (1) EP3043044A1 (fr)
JP (1) JPWO2015033822A1 (fr)
WO (1) WO2015033822A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK179782B1 (en) * 2017-09-29 2019-06-04 MAN Energy Solutions INTERNAL COMBUSTION ENGINE SYSTEM

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Publication number Priority date Publication date Assignee Title
DE2934041C2 (de) * 1979-08-23 1983-08-11 Günther Prof. Dr.-Ing. 5100 Aachen Dibelius Gesteuerte Abgasturboladerturbine
JPH08246890A (ja) 1995-03-03 1996-09-24 Mitsubishi Heavy Ind Ltd 静圧過給式内燃機関の排気装置
JP4807343B2 (ja) * 2007-10-12 2011-11-02 マツダ株式会社 エンジンの過給装置
JP4725656B2 (ja) * 2009-02-13 2011-07-13 マツダ株式会社 多気筒エンジンの排気通路構造
JP5472050B2 (ja) * 2010-11-16 2014-04-16 マツダ株式会社 多気筒エンジンの排気装置
JP5974806B2 (ja) * 2012-10-16 2016-08-23 マツダ株式会社 ターボ過給機付多気筒エンジン

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2015033822A1 *

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JPWO2015033822A1 (ja) 2017-03-02

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